Determination of the actual capacity of rail lines, taking into account technical and technological features of operation of technical stations and running sections is one of the most important systemic problems facing the industry. In order to solve the problem a dynamic mathematical model was developed where the number of receiving-departure tracks in technical station yards, time for holding tracks for handling transit cargo trains, intervals of following trains passing in train flows in up-and-down directions connected by the system of interdependencies. The model allows to reduce train-hours and to increase local speed at the passage of train flows due to optimization of ratios of holding time of receiving-departure tracks, number of such tracks and values of intertrain intervals. By means of dynamic model the reasons of increase in holding time of tracks in up-train yards of the st. Karymskaya at increase in number of receiving-departure tracks are explained. Direction of increasing capacity of up-train yards at st. Karymskaya is the consistent implementation of measures to ensure daily provision of locomotives, serving the Eastern operation area, at the st. Karymskaya in rate of 5 - 10 locomotives and relevant receive of up-train flows from the next road in the amounts determined by real available capacity at the st. Karymskaya, changed after creating a locomotive reserve.

A review of the main methods of disposal of waste containing polychlorinated biphenyls (PCBs) is presented. It is shown that a reliable, environmentally friendly and efficient process does not exist, and, apparently, it is impossible to create a completely environmentally friendly process. Analysis of the benefits and advantages of technology suggests that the best method in view of ecological and economic reasons is a method of processing PCBs with sodium - simple technologically process takes place at normal temperatures, does not require large capital investments, but the conditions of storage of metallic sodium - necessarily under oil layer- must be respected. In the last 30 years of focus group analysis of persistent organic pollutants (POPs) that affect the environment at an extremely low level (lower detection limit is 1081013 %) to the beginning of the 70ies of the last century there have been produced more than 2 million tons of various kinds of materials containing polychloride biphenyl (PCB). In a study of professional and household statistics of diseases and its reasons, it was found that PCBS or arochlor (chlorinated diphenyl) is dangerous to human health, causing the destructive effects on the hormonal system. Many of them have been known for a long time and have been widely used in industry and agriculture in most countries. Even a brief review of methods for decontamination of wastes containing PCB shows that reliable, environmentally friendly and cost-effective process does not exist and, apparently, it is not possible to create a completely ecologically safe process with 100 % conversion. Method of processing PCB waste with sodium is technologically simple and carrying under normal temperatures, it does not require large capital investments, but it is necessary to taking into account the storage metal sodium - only under a layer of oil. Advanced technology in one stage of dechlorination of PCB refers to non-waste processes, but the value of conversion should not exceed 80 % (determined by the level of sodium). Technology has the ability to manufacture mobile equipment and recovery of consumer properties of transformer oil. The estimated payback period is 1 year. An analysis of the benefits and advantages of the technology showed that the best of the ecologically efficient considerations is processing PCB waste. However, this technique requires improvement in the operation of metal sodium to disperse to 30 - 100 nm or less that would enhance the conversion of PCBS to 95 - 99 % at one stage. To achieve 99.99 % or higher conversions, the operation process should be performed with petroleum casing for enrichment of the mixture of hydrocarbon molecules of PCBs.

Innovative scenarios of reliable energy supply of transportation process aimed at reducing the specific energy consumption and increase energy efficiency of the systems of electric traction. The article suggests innovative energy saving directions in traction networks of railways and new circuit solutions accessing traction substations in energy systems networks, ensure energy security of the transportation process. To ensure the energy security of rail transport special schemes were developed to propose the concept of external power traction substations, which would increase the number of connections to the networks of 220 - 330 kV, as well as the creation of transport and energy corridors, development of its own supply of electric networks of 110 kV substations and mobile RP-110 kV of next generation. Therefore, the investment program of the structures owned by the Ukrainian Railways (Ukrzaliznytsia) need to be synchronized in their technological characteristics, as well as the criteria of reliability and quality of power supply with the same external energy investment programs. It is found that without any load on left or right supplying arm one of two less loaded phases of traction transformer begins generating specific modes in the supplying three-phase line. Thus, modes of mobile substation cause leakage in one of the phases of the supply line of traction transformers of active-capacitive current, and as a result generating energy in the main power line of 154 kV, which is fixed and calculated by electricity meters. For these three phase mode supply network is necessary to use 1st algorithm, i.e. taking into account the amount of electricity as the energy in all phases. For effective application of reactive power compensation devices in the AC traction power supply systems it is proposed to develop regulatory documentation on necessity of application and the order of choice of parameters and placement of compensation systems taking into account operation mode of power systems and the use of software systems with imitation of instantaneous interrelated schemes of transport loads.

The article discusses the design solutions to filter compensating installations (FCI), used in traction AC networks. The authors presented summarized calculations for new FCI schemes for the AC traction power system, with determination of circuit solutions for modular FCI in general case of resonant and wideband filters. The scope of FCI schemes for harmonic filtering was evaluated and filtration efficiency of the harmonic components of new FCI schemes was shown. The procedure of calculation of parameters of FCI was determined taking into account the curve of the traction current. A new model of traction load was proposed, reflecting the real harmonic composition of current at the connection point of FCI. The new model of traction load of AC electric rolling stock was applied, characterizing that it become possible to adjust the values of the harmonic components of the traction load, and this brings the curve of the current into the proximity of experimentally measured. A digital model of electric traction system with FCI and model of the EMU was created, allowing to consider various options schemes of FCI (with the decrement of non-sinusoidality of the voltage in traction network) and, if necessary, to adjust the parameters of FCI. The numerical model for simultaneous calculation of the parameters of the system was developed, including system of external power supply (SEPS) with traction substations, FCI, traction network and traction load - electric multiple unit (EMU). Methods to reduce losses in the damping resistor were proposed and justified. The authors presented a comparison of different circuit variants of FCI from viewpoint of reducing the values of the coefficients of harmonic components of the voltage. The optimum variant of FCI is shown.

One of the reasons of loss of working capacity and the subsequent destruction of the products which are included in the package of railway vehicles is possibility of unchecked entry into operation of the counterfeit and previously rejected products. The important task is ensuring traffic safety on the basis of the protection system to prevent unauthorized use of rail transport products, including counterfeit. The article presents the fundamental principles of flexible system of protection against counterfeiting and unauthorized use of the products on the railways. This system eliminates unauthorized component equipment of rolling stock, including counterfeit, previously rejected ones, and having identical numbers in its operation at the whole area of “1520 mm”. Creation of the system is achieved through a combination of measures, including: 1. The development of a unified numbering system that ensures the uniqueness of the product numbers for the possibility of its recognition in the total volume of produced products. 2. Implementation of advanced and proven methods and ways of marking of products by drawing on its surface identifiers, providing visual (working mark) and automated perception with the use of special reading devices (protective markings). 3. Creation of automated data bank of products (ADBP), containing all the necessary information about each individual product operated, to be protected against counterfeiting. 4. The establishment of unified rules and procedures for product registration and ADBPs, as well as periodic monitoring of product authenticity and legitimacy of rolling stock equipment in the different stages of the life cycle on the basis of comparison of information and operating security marking and ADBP information. Proposed basic principles of creating a flexible system of protection against counterfeiting and unauthorized use of the products in railway transport allow timely identify and prevent unauthorized rolling stock equipment with component parts, including counterfeit, previously rejected, and having identical numbers in its operation in the whole area of “1520 mm.”

The article discusses the features of definition of the energy component during time make up in passenger traffic. The total time of make up within the valuation section per month, especially in the summer, can reach very high values, therefore, segregation of energy component, associated with the make up, from total fuel consumption must be justified. This issue is also relevant in view of the fact that when rationing fuel and energy resources (FER) in passenger traffic component of consumption associated with time make up is considered alone. Thus network automated system for centralized processing of driver’s routes (CPDR), with which the valuation is made, based on the processing of driver’s routes, where a set of data on completed trips is limited. Determination of FER consumption for time make up with the use of software products that implement traction calculations requires actual speed data path in this trip. On-board system of registration of motion parameters, such as RMPAD (recorder of motion parameters and automatic driving) can act as the source of such data. However, there is currently no mechanism of data provision from RMPAD in CPDR, and in local RMPAD decryption systems in calculation of additional energy consumption for locomotive depot with time make up is not possible. To allow heating engineer set reasonable norms of fuel and energy resources for make up before solving the problem of integration of CPDR and RMPAD it is proposed for calculations to use the classical equation of the theory of traction, converted so that make up time could be among other input data.

Currently about 1800 companies-operators of railway rolling stock operate on the market of railway transport services in Russia, which, depending on the gradation using different methodological approaches to the management of fleet of private cars. The article offers a concept of rational management of rolling stock general for all operators of cars, which is a set of basic principles of target management and system adaptation to environmental conditions, the joint application of which will improve the quality of operation and quality of the operator’s production. For further improvement of operator’s management system it is necessary to move from the base rational management model to a more efficient model for the optimal control by economic criteria. It is proved that the operational planning of freight traffic by the criterion of minimizing empty mileage of cars and regulation by the criterion of cost minimization of car-hours allows operating personnel of car operators to minimize operating costs from freight transportation. For implementation of the concept of rational management of car fleet the appropriate information technology developed on the basis of formalization of management process on ARIS system methodology is offered. According to the process approach productive activity of the operator of cars can be presented in the form of model of operating cycle containing the following business processes: application campaign; management of car fleet structure; transportation management; commercial work; calculations and efficiency analysis. Implementation of information technology of operational management by freight transportation will allow raising profit and profitability of the operator of cars due to improvement of quality of corrective actions of the dispatching personnel of the operator.

The article is devoted to study issues of influence of macroeconomic factors on passenger traffic volume in local communication. This task is actual to form a model of long-term forecast for local passenger traffic volume. This forecast is based on statistics of passenger traffic and external factors (they influence and form this statistics). The article gives reasons of choice of local service as an object of this research. The author took information about railway transport from ACS Express-3 and information about macroeconomic factors from Federal State Statistics Service to make an economical and statistical analysis for this article. By means of expert evaluation method macroeconomic factors were selected to choose which of them make influence to passenger traffic volume. They were divided into five groups. They are: population factors, common welfare factors, competitive environment factors, economic and production development of region. Methods of paired and multiple correlation analysis were used to find out power of influence between passenger traffic volume and macroeconomic factors. Open statistic sources publish information about macroeconomic factors by subjects of RF. Railway statistics is formed by railway objects. This is why author had to make recalculation of macroeconomic factors by shares in passenger traffic volume to make input dates comparable. Influencing of different factors to passenger traffic volume can differ among railways. Therefore calculations and choice of influence factors/combinations/groups of factors were made to each railway individually. Algorithm and results of calculations is given in the article. Factors/combinations/groups of factors with maximal influence to local passenger service were chosen.

The article presents the relevance of planning and forming enlarged norms of current costs for rail infrastructure repairs and maintenance, differentiated by class of lines and specialization of facilities: track and engineering structure, automatics and telematics, electrification and power supply. Enlarged norms of current costs is planned to be developed in accordance with the classification and specialization of railway lines, as well as with the URRAN methodology which are among the main criteria for the economic feasibility of repair or prolonging the life and selection of projects for funding, with limited resources, to make reasonable decisions when determining volumes of work on the infrastructure facilities. Planning of financial resources to maintain objects of the railway infrastructure is supposed to be performed on the basis of a normative method which is that in case of determination of a limit of company funds the normalized resources are used: material consumption rate, performance and maintenance rate, labor input, standard rates of use of machines and mechanisms, duration of production cycle, etc. There are benefits of planning and forming of current costs for rail infrastructure repairs and maintenance using estimate documentation: a common methodological approach in the preparation of budget documentation for construction, reconstruction, repair and maintenance of infrastructure considering normative indicators based on the optimal work technology and the use of modern machinery; decrease the complexity of calculations, simplifying the definition of planned cost of work and checking of the results; specification, calculation accuracy and the possibility of their control; rail regional features register.